Trol co



A. L. RUTHVEN.

MEANS OF ELECTRICAL TRACK CIRCUIT CONTROL.

APPLICATION FILED FEB. 4, 1918.

1,372,457. Patented Mar. 22, 1921.

3 SHEETS-SHEET I.

INVENTOR,

A. L. RUTHVEN.

MEANS OF ELECTRICAL TRACK CIRCUIT CONTROL APPLICATION FILED FEB. 4,1918.

Patented Mar. 22, 1921.

3 SHEETS-SHEET 2.

A. L. RUTHVEN.

MEANS OF ELECTRICAL TRACK CIRCUIT CONTROL.

APPLICATION FILED FEB. 4, 1918.

1,372,457, Patented Mar. 22, 1921.

. 3 $HEETSSHEET 3.

Q [\"VEXTOR,

k k/gym l Z/ w UNITED STATES PATENT OFFICE.

ALFRED L. RUTEVEN, O! BUFFALO, NEW YORK, ASSIGNOR TO SIMPLEX TRAIN CON-TBOL 00., INC., OF ROCHESTER, NEW YORK, A CORPORATION OF NEW YORK.

Specification of Letters Patent.

Patented Mar. 22, 1921.

Application filed February 4, 1918. Serial No. 215,300.

' To all whomit may concern:

Be it known that I, ALFRED L. RUTHVEN, a citizen of the United States,residing at Bufi'alo, in the county of Erie and State of New York, haveinvented certain new and useful Improvement in Means of ElectricalTrack-Circuit Control, of which the following is a specification.

The present invention relates to real road block si aling and automatictrain control, an aims to provide novel and improved means forcooperation between the train and track equipments for controlling themovement of the train under the various conditions, such meanseliminating the use of electrical, mechanical or other contact orsimilar devices between the train and track and thereby removing aserious objection to train controlling apparatus embodying such devices.

It is the object of the invention to provide cooperating means betweenthe train and track utilizing magnemotive force as the medium ofcontrol, to eliminate contact and like devices heretofore used, whichhave serious objections impairing their efiiciency.

Another object of the invention is the provision of means of the natureindicated employing novel mechanism to utilize the mag nemotive forcefor purpose of control.

A further object is to rovide such means constructed and arrange forautomatically placing the train equipment in danger position when suchtrack conditions exist, as the train passes the controlling points, andfor automatically clearing the apparatus should the danger be removedwhen the train passes a controlling point in clear condition, beyondthose in danger condition.

A further object is the provision of the means of the character aboveindicated embod ing electro-magnets and armatures, one set eing movableto produce different conditions, such as clear and danger, and the otherbeing movable in response to the aforesaid set so as to bring the trainequipment to the proper condition according to the track equipment.

With the foregoing and other objects in view, which will be apparent asthe nature of the invention is better understood, the invention residesin the arrangement and combination of parts hereinafterdescribed andclaimed, it being understood that changes within the scope of what isclaimed can be made without departing from the spirit of the invention.

The invention is illustrated in the accompanying drawings, wherein-Flgure 1 is a diagrammatical view of the apparatus.

Fig. 2 is a perspective view of the brake valve operating device.

Fig. 3 is a vertical section on the line 3-3 of Fig. 1.

Fig. 4 is a perspective view of the track device, slightly modified inform.

Fig. 5 is a sectional detail of a modified means for operating the trackdevice.

Fig. 6 is a diagrammatical view of the track equipment showing the trackdevices of the present invention connected to the electrica circuits ofa simple normal danger signal system.

Fig. 7 is an elevation showing a modified form of the automaticcontroller for the pneumatic equi ment.

Fig. 8 is a ragmental elevation thereof looking at right angles to theline of view in Fig. 7.

The invention forming the subject matter of this application ispreferably, although not necessarily, used with the pneumatic trainequipment disclosed in my pending application for patent on combinationautomatic and manuall power control and a arm system, filed June 15,1917, Serial No. 175,018, it being understood, however, that the presentimprovements can be used for operating or controlling various train orvehicle equipments. In order that the operation of the apparatus can bebetter understood, the pneumatic equipment is shown in its simple formin Figs. 1 and 2, and is here briefly described.

Pneumatic equipment.

The pneumatic equipment, forming the subject matter of the pendingapplication above referred to, includes the main reservoir 1 forsupplying the compressed air or pressure fluid, which is controlled asusual by the engineers brake valve 2 having the handle 3 and usualexhaust port 4 direct to the atmosphere which is closed when using thisequipment. The equipment further includes an automatic controller 5having the casing 6 in which a stem valve 7 is slidable, said valvehaving a piston 8 working in a cylinder 9 in said casing to operable airbrake,

provide means for operating said valve pneumatically. The'valve 7 has aport 10 to normally establish communication between the pipe 11 andexhaust port 11 of the casin 6 leading to the atmosphere, the pipe 11'being connected to the brake valve 2 to receive the air discharged fromthe brake pipe when the brakes are applied as usual. The valve 7 in itsnormal position is lowered so that the port 10 establishes communicationbetween the pipe 11" and exhaust port 11, but when said valve is raisedas shown in Fig. 1, the port 10 establishes communication between thepipe 11' and the pipe 12 leading to a power interrupting means 13, whichwhen the pressure fluid flows thereto, serves to interrupt the steam orother motive power which propels the vehicle or train.

The cylinder 9 is supplied with pressure fluid for raising and loweringthe valve 7 by two conduits 14 and 15 connected to the lower and upperends of the cylinder, and

' devices as will hereinafter appear.

. provements.

a main controlling valve16 controls the flow nto saidconduitsalternately from the respective conduits 17 and 18 in commun1-cation with the respective supplementary is up. A. centrifugal governor23 is operable within the casing 6 and is connected to the valve 16,.whereb the rotation of the governor will raise t e valve 16, whereaswhen the governor stops and gravit'a-tes it will lower the valve 16which controls the move ment of thervalve 7 that in turn controls thepower interrupting means 13 and other The governor 23 is operated by oneor more electrical motors 24: or their equivalents which are controlledby the present im- When the governor 23 is in operation and the valve 16raised, pressure fluid will flow from the reservoir 20 and conduit 18into the conduit 15 and upper end of the cylinder 9 to move the piston 8and valve 7, as seen in Fig. 1, thus producing danger indicatingconditions. It will be apparent that when pressure fl'uid flows from oneof the reservoirs 19 and 20, it is supplied into the other since thevalve 7 reverses when the valve 16 changes its position.

A brake valve operating device 25 is used .for actuating the engineersbrake valve 2 beyond his control, and said device includes a casing 26secured to the brake valve casing and having an oscillatory member 28therein fitted on the stem 27 of the brake -duit 32 communicatingwithvthe pipe 21 by the way of port 22 when the valve 7'is up. The valve7 has a third port31 establishing communication between the conduit 32and pipe 29 when the valve 7 is raised, whereby the pressure fluid willflow from the main reservoir to the device 25 for pneumaticallyand-automatically operating the brake valve 2'to apply the brakes.

The casing 6 has a" third supplementary reservoir 33 which is suppliedwith pressure fluid also from the conduit 32 and by way of V the port 31when the valve 7 is up, so that when said valve lowers, its port31- willnow establish. communication between the reser voir 33 and pipe 30 inorder that the pressure fluid from said reservoir flows to the device 25for returning the member 28 and valve 2 to release the brakes. r

A set of, suitable signals 34 are operated pneumatically by beingconnected by means of a pipe 35' with the'conduit 32, so that saidsignals will operate when the brakes are applied. 7

V Track device; V The track device as shown in Fig. 1, is locatedbetween the rails 36 of the track and is operated by the usual semaphore37 hav-;

ing the operating mechanism 38, although as hereinafter setforth, the"track device can'be operated otherwise by conditions of trafiic. Saiddevice includes a danger armatnre39 and a pair of clearing arma'tures 40all mounted for up and down movement on the track .and preferablyelongated. longitudinally thereof. As shown, thearmature 39 is shorterthan and arranged between the Y armatures 40 at the center of the track.'A. casing 41 of non-magnetic material ineloses said armatures toprotect them from the weather conditions and to avoid injury" thereto ortampering therewith, said casing being of non-magnetic material so thatit will not interfere with the magnetic cooperation between the trainand track devices. It will be noted that this casing -11,

the clearance between the track and vehicle devices. The armatures 39and 40 are carried by levers 42 fulcrumed Within the easing 41, so thatwhen the armature 39 is raised to active position, the armatures 40 arelowered to inactive position, and vice versa. An arm 43 is connected tothe levers 42 and is in turn connected by a rod 44 with the semaphoremechanism 38, although any other suitable mechanical, electrical orequivalent connection can be used for raising and lowering the armaturesaccording to the position of the semaphore. The armature 39 issufficiently heavy to counterbalance the two armatures 40 so that saidarmatures will move freely in response to their operating means. The rodor connection 44 between the track device and semaphore is preferablyinclosed within a tubular housing 45 extending from the casing 41 to thesemaphore casing.

Responsive train device.

A device carried by the train or vehicle is responsive to the armatures39 and 40 for controlling the pneumatic equipment above described, andthus bring said equipment to danger position when the armature 39 is up,or bring said equipment to clear position, when the armatures 40 areraised. This train device includes a danger electro-magnet 46 movableover the armature 39 in either direction; a danger retainingelectromagnet 47 coiiperable magnetically with one rail 36 of the trackor some other magnetic object adjacent which said magnet is located atall times; and a clearing electro-magnet 48 movable over one armature 40or the other according to the direction of travel. Since the armature 39and magnet 46 are located at the center track, two armatures 40 atopposite sides of the armature 39 are used to take care of trafiic ineither direction, since the magnet 48 may be at either side of themagnet 46. The magnets are inclosed within a protecting casing 49 ofnon-magnetic materlal to avoid interference with the magnetic fields.The casing 49 is shaped to conform to the magnets and deflect snow andforeign objects to one side.

The in ets 46 and 47 operate in unison,

and for this purpose, a rock shaft 50 is journaled in the casing 49 andhas a crank 51 from which the magnet 46 is suspended by means of a linkor hanger 52. The shaft 50 has a second crank 53 from which the magnet47 is suspended by means of a link or hanger 54, and the crank 53 islonger than the crank 51 in order that the magnet 47 will have a greatervertical movement than the magnet 46. Thus, when the magnets 46 and 47are in normally raised position, the magnet 46 will be within distanceof the armature 39 when in raised position, to be attracted thereto whensaid magnet is energized, whereas the magnet 47 will be sufficientlyremoved from the rail 36 so as not to be attracted thereto even thoughenergized. However, when the magnet 46 is attracted to the armature 39,as seen in Fig. 1, the shaft 50 in being rocked will bring the magnet 47sufficiently close to the rail 36 or other magnetic object to beattracted thereto, and thereby retain both magnets in lowered positioneven after the magnet 46 has been carried away from the armature 39. Inorder to raise the magnets 46 and 47, an arm 55 is secured to the shaft50 and has an adjustable weight 56 thereon, which by gravitating willturn the shaft 50 and raise the cranks 51 and 53 and therefore alsoraise the magnets suspended therefrom. The weights 56 can be so adjustedas to raise the magnets without a jar or jolt, and permit them to beattracted to their magnetic objects easily. An electrical switch 58 isoperated by the shaft 50, to control two circuits and alternately openand close them. A second rock shaft 57 is journaled in the casing 49 andhas a crank 59 from which the clearing magnet 48 is suspended by meansof a link or hanger 60, an arm 61 being secured to the shaft 57 andhaving an adjustable weight 62 thereon for raising the magnet 48, thesame as the weight 56 raises its magnets. An electrical switch 63 isoperated by the shaft 57 to open and close an electrical circuit. Themagnets 46, 47 and 48 with their coils move up and down longitudinallyof their respective polar axes and are preferably of the invertedU-shape, in order that their fields will dip or extend downwardly amaximum distance from their poles, to assure of the attraction of themagnets to their armatures when they are raised, even though severalinches gap may beprovided between the magnets and armatures in raisedposition. The armatures when lowered must be sufiiciently removed fromthe fields of the magnets so as not to attract them.

An electrical generator 64 or other source of electrical energy isprovided for operating the electrical motors 24 and for energizing themagnets 46, 47 and 48, and said generator 64 has the leads 65 extendingto the switches 58 and 62. The leads 66 of magnet 48 are connected tothe switch 58 to be connected to the leads 65 when the switch 58 is inone position with the magnets 46 and 47 down, said circuit being openedwhen the last named magnets are in raised position. The leads 67 of themagnets 46 and 47 are connected to both switches 58 and 63, said magnetsbeing shown as connected in parallel, and the switch 62 when on with themagnet 48 in raised position, will close the circuit between leads 65and 67 so that the magnets 46 and 47 are energized either when up ordown. The leads 68 of the controller 5, which supply the electricalenergy Cir I are lowered.

Operation.

,Under normal operating conditions, the magnets 46, 47 and 48 are all inraised position, so that the switch 63 connects the leads 67 with theleads 65 of the generator, and magnets 46 and 47 are therefore normallyenergized. The switch 58 will disconnect the leads 66 of magnet 48 fromthe generator leads 65 when the magnets 46 and 47 are raised, but saidswitch 58 thereby connects the'leads 68 with the energized leads 67 sothat the motors 24 will operate under normal conditions and rotate thegovernor 23. This will raise the valve 16, whereby the valve 7 is inlowered osition, the port 10 therefore permitting t e pressure fluid toescape through the port 11 to the atmosphere in applying the brakesmanually as usual. Now, should the responsive train device pass acontrolling point of the track where the danger armature 39 is in raisedposition, with the semaphore 37 at danger, the magnet 46 in passing overthe armature 39' will be instantly attracted thereto, thereby raisingthe -weigl1t '56, reversing the switch 58 and bringing the magnet 47into attractive relation with the rail 36 or other magnet object, andsaid magnet in being attracted to said object will hold the switch 58 inits new positioneven after the magnet 46 has passed the armature 39. Themagnet 47 thus serves to retain the danger position ofthe train device.The switch 58 will now close the circuit of magnet 48 so that it nowbecomes energized, but opens the circuit of the controller 5 so that themotors 24 stop, permitting the governor 23 to gravitate and lower thevalve 16, which will result in the valve 7 being raised, so that thepressure fluid flows to the signals 34 to operate them,

and also flows to the device 25 for automatically operating the brakevalve 2 to apply the brakes, the discharging pressure fluid from clearposition.

Shouldthe train proceed under caution conditions, that is, at a slowrate of speed, and pass the next track device which has is been broughtto clear position by the removal of the danger, the armatures 40,beingraised and the armature 39v lowered, the

clearing magnet 48 in passing over one of the armatures 40 will beattracted thereto, thus opening switch 63 and the circuits of magnets 46and 47. The magnets 46 and 47 will therefore become dead and will nolonger hold the switch 58 in dangerposition, so that the weight 56 willreturn the magnets 46 and 47 and switch 58 to normal position. This willagain close the circuit of the controller 5, so that it will restoreclear conditions, and switch 58 in being returned will also open thecircuit of magnet 48 so that it becomes dead and returns to normalposition. The train can then proceed as before, due to the removal ofdanger.

Modifications. V f

Fig. 4 shows a slightly different form of casing 41' placed on the ties.

Fig. 5 illustrates a difierent way of operat-' ing the track device,Thus,.the operating rod 44' can be connected to the core 44 of p asolenoid 44", which can be housed within an extension 45? of the casing41. The track device can thus be operated electrically as under allconditions, excepting when the system is operative for energizing saidsolenoid in clear conditions. If the system fails, danger conditionswill prevail, and the same is true with the mechanical connection shownin Fig. 1. I Fig. 6 illustrates the solenoids 44 ofa number of trackdevices in the circuits of a simple normal danger signal system. Asshown, the rails 36 are divided into the sections A, B, C, D, and Einsulated from one another, and the semaphores 37 are located betweenthe blocks, each of which contains two or more sections. As many trackdevices can be used as desired, and as shown theyare placed at thejunctures of the track sections and. between the ends thereof.Thesignal' system illustrated is of a well known simple form andincludes an electro-magnet 70 con-' nected to each pair of rail sectionsat one f end and a track battery 71 connected thereto at the other endto complete a normally closed circuit for each section and maintain themagnet 70 energized. Each magnet 70 attracts and normally closes anarmature switch 73 disposed in signal circuits 72 of the semaphores 37,and each of said circuits also includes an armature switch 7 4 attractedand normally opened by a magnet 70 in rear. Thus, taking one circuit 72,it includes the semaphore 37 between sections B and C, armature switches73 at the ends of I section C, armature switch '74 between sections Aand B, and the magnets 44 at the centers and forward ends of sections Band C. The normally open switch 74 opens the circuit, so that therespective semaphore and track device or armatures thereof are in normaldanger position. This condition will also exist if sections C or D areoccupied, be cause this will short circuit one of the magnets 70 of saidsections to let the respective switch 73 open, and the opening of thesemaphore circuit at any one of the several points will produce dangerconditions. However, should a train enter section B, moving toward theleft in Fig. 6, the magnet 70 of said section will be short circuitedand therefore be denergized, so that its switch 74 will close thecircuit and thus move the semaphore and track devices to clear positionwhereby the train can advance past the semaphore into the next block.When the train enters section C, the magnet 70 thereof will bedeenergized by the short circuit established, and even though switch 74is again opened, as well as switch 73 between sections B and C, a secondnormally opened switch 7 5 of the magnet 70 under discussion will beclosed by the deenergization of said magnet 70, and thus close thecircuit of the two magnets 44 in advance, sothat the train can pass therespective track devices. Switch 75 forms a short circuit between thebattery 76 of the circuit 72, and the semaphore 37 and magnets 44 inrear, so that a train following in section B will be stopped becausesaid semaphore and last mentioned magnets 44 will be at danger, althoughthe train already in the block can proceed.

This arrangement is just one of many in which the present track devicescan be used for controlling traffic, and the illustration is to be takenas typical to make the invention better understood. 7

Figs. 7 and 8 show a modification in the controller 5 whosesupplementary reservoirs 19' and 20 are not within the casing 6 butseparate therefrom and mounted on a shelf 20. The valve 7 is alsooutside of the casing and supported on said shelf, and is of the spigottype to avoid leakage. The valve 7 is rotatable to control the pressurefluid in the manner of the valve 7, suitable pipe connections beingmade. The valve operating piston 8 is movable in an independent cylinder9 and the piston rod is connected to an arm 9 of the valve 7 to turn it.This arran ement is preferable over that shown in ig. 1, becausepossible leakage under heavy pressure is avoided, and the parts arebetter suited for assemblage, repairs, etc.

Having thus described the invention, what is claimed is:

1. Vehicle controlling apparatus embodying vehicle retarding andclearing magnetic members movably mounted for magnetic cooperation withother magnetic means when the vehicle passes points of a track wherepart of said a paratus is located, and operating means or alternatelymoving said members to operative position.

2. Vehicle controlling apparatus embody ing vehicle retardin andclearing magnetic members movab y mounted on the vehicle track formagnetically influencing magnetic vehicle carried retarding and clearingdevices, respectively, and operating means for alternately moving saidmembers to operative position.

3. Vehicle controlling apparatus embodying vehicle controllin magneticmembers coiiperable magnetical y with other magnetic means when thevehicle passes points of the track where part of said apparatus islocated, and an operative mounting for said members whereby they movealternately to operative position for different conditions.

4. Vehicle controlling apparatus embodying vehicle controlling magneticmembers cooperable magnetically with corresponding magnetic means of apassing vehicle, and an operative mounting for said mem bers on thetrack whereby they move alternately to operative position for differentconditions.

5. Vehicle controlling apparatus including balanced magnetic vehiclecontrolling members alternately movable to operative position.

6. Vehicle controlling apparatus including vehicle controlling magneticmembers for magnetically influencing retarding and clearing means on apassing vehicle, and a mounting on the track for said members to balancethem for alternate movement to operative position.

7. Vehicle controlling apparatus including vehicle controlling magneticmembers for coiiperation with other magnetic means when the vehiclepasses a point of its track where part of said apparatus is located, anda lever mounting carrying said members for alternate movement tooperative position and so that they balance one another.

8. Vehicle controlling apparatus including vehicle controlling magneticmembers on the track for magnetically influencing magnetic means on apassing vehicle, a lever mounting for said members whereby they balanceone another and alternately move to operative position for differentcongitions. and means for operating said memers.

9. Vehicle controlling apparatus including a set of three magneticvehicle controlling members, one at the center of the track, and theothers at opposite sides, and

means for mounting the last named mem-. bers for simultaneous movementto and from o erative position.

10. ehicle controlling apparatus including a set of three magneticvehicle controlling members, one .at the center of the track, and theothers at opposite sides, and means for mounting and operating saidmembers whereby the first and second named ones move alternately tooperative position.

11.'-Vehicle controlling apparatus including a set of three magneticmembers for controlling magnetically responsive veh cle carried devices,one at the center'of the track, and the others at opposite sides, a

' lever mounting for said members whereby they balance one another andalternately move to raised position, and means for operating saidmembers.

12. Vehicle controlling apparatus embodying the combination with tracksemaphores, of movable magnetic members on the track operativelyconnected to said semaphores to move simultaneously therewith forcontrolling magnetic vehicle retarding and clearing means respectively,when the semaphores are at danger and clear positions.

13. Vehicle controlling apparatus embodying the combination with a tracksemaphore, of vehicle retarding and clearing magnetic members on thetrack operatively connected to the semaphore to alternately move tooperative position, when the semaphoreis moved to danger and clearpositions, respectively.

14. Vehicle controlling apparatus embodying an armature device mountedon the track and movable to either clear or danger position, movableclear and danger electro-magnetic means on the vehicle selectivelyresponsive to said device in its clear and danger positions,respectively, vehicle-controlling means operated by the movement of saidclear and danger magnetic means, a nonmagnetic casing on the track oversaid armature device to prevent obstruction of or interference .with themovement thereof, and a nonmagnetic casing on the vehicle inclosing saidmagnetic means to pass the aforesaid casing.

15.. Vehicle controlling apparatus embodying movable armatures mountedon the track, a non-magnetic casing mounted on the track over saidarmatures, said casing having a depressed corrugation between saidarmatures, said armatures being movable at opposite sides of saidcorrugation, and electro-magnetic means carried by the vehicle to beattracted to said armatures. v

16. Vehicle controlling apparatus embodying movable armatures mounted onthe track, a non-magnetic casin, track over said armatures and havingstifi- (r mounted on the ening means between said armatures, andelectromagnetic vehicle carried means movable over said casing to beattracted to said armatures.

17. Vehicle controlling apparatus embodying longitudinal armaturesmounted for vertical movement on the track, a non-mag netic casingmounted on the track over said armatures, the top of said casing beingdepressed longitudinally between the armatures, and electro-magneticvehicle carried means to be attracted to said armatures.

18. Vehicle controlling apparatus embodying longitudinal armaturesmounted for vertical movement on the track, a non-magneticcasing mountedon the track over said armapositions, and a vehicle device having acon-' trolling magnet device responsive to the armature device in eitherposition thereof.

20. Vehicle controlling apparatus embodying electro-magnetic meanscarried by the vehicle and electrically energized and movable to beattracted to an armature on the vehicle track, normally active means onthe vehicle to retard the vehicle when said normally active meansbecomes inactive, and means whereby when the electro-magnetic means isattracted to the armature and moved, the normally. active means isrendered inactive.

21. Vehicle controlling apparatus embodying electro-magnetic meanscarried by the vehicle and electrically energized and movable to beattracted to an armature on the vehicle track, a normally closedelectrical circuit opened when said electro-magnetic' means is soattracted and moved, electrical means in said circuit to operatenormally, and means whereby when the last named means stops, the vehicleis retarded.

22. Vehicle controlling means embodying track and vehicle devices, onedevice having armature means and the other device magnetic means, saidmeans cooperating magnetically and each being movable, one to active andinactive positions, and the other means being responsive to theaforesaid means in either position to control the vehicle accordingly.

23. Vehicle controlling means embodying track and vehicle devices, onedevice having a plurality of movable magnetic means and the other devicehaving movable cooperating means for producing different conditions ofthe vehicle device.

24:. Vehicle controlling means embodying a movable track device having aplurality of magnetic means, and a movable vehicle device havingresponsive magnetic means for producing different conditions of thevehicle devlce.

25. Vehicle controlling apparatus embodying magnetic means on thevehicle magnetically responsive to magnetic means on the trackforretarding the vehicle and maintainingd said means in its respondedcondition, an magnetic means on the vehicle magnetically responsive tomagnetic means on the track and controlling the first named magneticmeans so that the first named magnetic means is restored when the lastnamed magnetic means on the vehicle responds to its magnetic means onthe track.

26. Vehicle controlling apparatus embodyin movable electro-magneticmeans on. the

ve icle to be attracted to an armature on the track electrical meansoperable for retarding the vehicle when said means is deenen gized, asource of electrical energy for normally energizing both of said means,and

means whereb when said magnetic means is attracted to t e armature theelectrical energy is cut off from said electrical means.

27. Vehicle controlling apparatus embodying a vehicle controllingmagnetic member movable in response to another magnetic means when thevehicle passes a point of the track where (part of said apparatus islocated, and a secon magnetic member connected to the first named oneand movable a greater distance therewith to be attracted and held to amagnetic object for maintaining both magnetic members in respondedposition.

28. Vehicle controlling apparatus including a pair of simultaneouslymovable vehicle controlling magnetic members, one of said members beingmovable to respond to magnetic means when the vehicle passes a point ofthe track where part of said apparatus is located,- the other memberbeing movable with said member through a greater distance to be broughtinto operation by such movement.

29. Vehicle controlling apparatus including a pair of simultaneouslymovable magnetic members carried by the vehicle for con trolling itsmovement, one of said members being movable to respond to magnetic meanson the track, the other member being movable with said member through agreater distance so as to-be brought into operation by such movement.

30. Vehicle controlling apparatus embodying a magnetic member movable ona vehicle in response to magnetic means on the track, a second magneticmember movable with the first named magnetic membe!" through a greaterdistance to be brought into attraction with a magnetic object, andvehicle controlling means controlled by the movement by the saidmembers.

31. Vehicle controlling apparatus embodying controlling means on thevehicle magnetically responsive to magnetic means on the track to retardthe vehicle when said controlling means has res onded, means formaintaining said control ing means in its responded condition, and meansmagnetically responsive to magnetic means on the track for releasing thecontrolling means under clear conditions.

32. Vehicle controlling apparatus eni bodying vehicle controlling meansnormally energized and magnetically responsive to magnetic means on thetrack to maintain vehicle retarding conditions, and clearing meansmagnetically responsive to magnetic means on the track for deenergizingsaid controlling means.

33. Vehicle controlling apparatus embodying armatures along the vehicletrack movable to clear and danger positions, controlling means on thevehicle electrically energized to respond to said armatures in dangerposition for retarding the vehicle and maintaining such conditions, andclearing means on the vehicle magnetically responsive to the armaturesin clear position and controlling said controlling means to let thevehicle proceed when the last named means responds.

34. Vehicle controlling apparatus embodying electro-magnetic controllingmeans on the vehicle magnetically responsive to magnetic means on thetrack for retarding the vehicle, electro-magnetic means for maintainingthe first named electro-magnetic means in its responded condition, andclearing electro-magnetic means responsive to magnetic means on thetrack for denergizin the aforesaid magnetic means of the ve icle.

35. Vehicle controlling apparatus including a source of electricalenergy, electromagnetic means normally energized from said source andmovable to be attracted by an armature on the track, controlling meansnormally energized from said source and operable for retarding thevehicle when said controlling means is deenergized, electromagneticmeans normally energized from said source and operable when theaforesaid electro-magnetic means is moved to retain the first namedelectro-magnetic means and maintain vehicle retarding conditions, andother electro-magnetic means energized from said source when the firstnamed cloctro-magnetic means is moved and movable in response to aclearing armature on the track for momentarily deenergizing the secondnamed electro-magnetic means so as to restore normal conditions.

36. Vehicle controlling apparatus including movable ma etic means on thetrack, responsive mova le magnetic means on the vehicle controlling itsmovement, and nonmagnetic casings for both of said means to inclose sameand permit uninterfered move- 7 ment thereof.

37. Vehicle controlling apparatus embodying non-magnetic casings, one onthe track and the other on the vehicle to pass the former, movablearmatures in the track casing to move to and from active position Withinthe track casing, and vehicle con trolling means including movablemagnets within the vehicle casing.

38. Vehicle controlling apparatus including armatures on the roadbedmovable to clear and danger positions alternately, and vehiclecontrolling means having movable magnets alternately responsive to saidarmatures.

39. Vehicle controlling apparatus embodying clear and danger trackdevices having plurality of means alternately movable to operativeposition for magnetically influencing a vehicle device and producingdifferent conditions thereof.

40. Vehicle controllin apparatus embodying a track device aving aplurality of armatures alternately movable to clear and danger positionto produce different conditions in a passing vehicle device.

41. Vehicle controlling apparatus including a double acting armaturetrack device actuated for either clear or danger positions, andresponsively movable magnetic means on the vehicle controlling itsmovement according to the clear or danger position of the track device.

42. Vehicle controlling apparatus including automatic controlling meansand signals on the vehicle, and a track device for oper- I ating same,said device consisting of movable armatures along the track alternatelyset to danger and clear positions, and said controlling means includingmovable electro-magnets responsive to said armatures for eitherretarding or clearing the vehicle.

43. Vehicle controlling apparatus including armatures on the trackmovable to and from active position, electro-magnetic means on thevehicle movable in response to said armatures when inactive position, asource of electrical energy for energizing said means, and means forretarding the vehicle brought into operation either by the movement ofsaid means or the failure of electrical energy.

44. Vehicle controlling apparatus embodying a movable clear and dangerarmature device mounted on the track and movable to clear and dangerpositions alternately, a

' non-magnetic casing on the track inclosing said device to prevent theobstruction of or interference with movements thereof, operating meanscontrolling said device for movvice, electrically energized controllingmeans on the vehicle arranged to pass said arma-' ture device and havinseparate clear and danger devices magneticall and selectively theiropposite position under clear conditions, and controlling means on thevehicle having clear and danger electro-magnets responsive to saidarmatures for controlling the vehicle accordingly.

46. Vehicle controlling ap aratus embodying a track device having c earand danger armatures alternately movable to active position, andcontrolling means on thevehicle including a magnet responsive to thedanger armature when in active position, a sec-- ond magnet alternatelyresponsive with the clear armature, vehicle retarding means brought intooperation when the first named magnet responds to the danger armature,and means for retaining. such conditions until the second magnetresponds.

47. Vehicle controlling apparatus embody ing in combination, anautomatic block signal system, controlling means on the vehicle, andhaving electro magnetic responsive means controlling same, and armatureson the track connected with said system to be moved to active positionsin harmony therewith for influencing said electro-magnetic responsivemeans accordingly, and provide a communicatin medium between said systemand control ing means.

48. Vehicle controlling apparatus embody? ing in combination, anautomatic block signal system having semaphores along the track,armatures mounted movabl along the track and connected with said systemto be associated with the semaphores, said armatures being movable toprovide a clear influence in one position and a danger influence inanother position, and controlling means on the vehicle havingelectro-magnetic responsive means to pass said armatures and operable torespond for clear and danger conditions according to the position of thearmatures.

49. Vehicle controlling apparatus embodying in combination, an automaticblock signal system having semaphores along the track, controlling meanson the vehicle having clear and'danger electro-magnets mov-' able forcontrolling the vehicleaccordingly,

10 will be in active position un ess the semaphores are in clearposition and the connections operative to move the clear and dangerarmatures to active and inactive positions, respectively.

This specification signed and witnessed 15 this 2 day of February, 1918.

ALFRED L. RUTHVEN. Witness:

EVELYN A. RUTHVEN.

